Switch and frog.



No. 700,8". Patented May 27,1902.

J. s. PERRY.

SWITCH AND FROG.

(Application filed Aug. 30, 1901.\

(N0 Modem 2 Sheets-Sheet 1.

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No. 700,8. Patented May 27, I902. J. S. PERRY.

SWITCH AND FROG.

.Applieation filed Aug. 80, 1901.)

. 2 Sheets-Sheet 2.

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UNITED STATES PATENT ()FFIQE.

JAMES S. PERRY, OF KALAMAZOO, MICHIGAN, ASSIGNOR, BY MESNE ASSIGNMENTS, TO BURLEIGH O. HALL, OF CENTER SANDWICH,

NEW HAMPSHIRE.

7 SWITCH. .AND'IFRQG.

SPECIFICATION forming art of Letters Paar No. 700,81 1, dated'May 27, 1902.

Application filed August 30,1901. Serial No. 73,848, (No model.)

To all whom it may concern.-

Be it known that 1, JAMES S. PERRY, a citizen of the United States. residing at the city of Kalamazoo, in the county of Kalamazoo and State of Michigan, have invented certain new and useful Improvements in Switches and Frogs, of which the following is a specification.

This invention relates to improvements in railway switches and frogs.

The objects of the invention are to provide an improved construction of frog in which when the switch is thrown the rails of the frog will shift, so that there will be a continuous rail for the passing car or locomotive to roll upon, and at the same time the structure will be a spring-frog, so that anything passing down the switch or down the main track when the switch is open will not be derailed, but will pass along as though the frog were an ordinary frog, the rail at that side merely being thrown to one side while the flanges of wheels are passing and returned to place by spring action. k

The invention also relates to details of construction whereby an improved lock for such rails is accomplished and whereby the rails may shift independently, although they are not allowed to approach close together.

Further objects will appear in the detailed description to follow.

I accomplish the objects of my invention by the devices and means described in this specification.

The invention is clearly defined and pointed out in the claims.

A structure embodying the features of my invention is clearly illustrated in the accompanying drawings, forming a part of this specification, in which Figure l is a plan View of a portion of a switch and my improved frog in connection. Fig. 2 is an enlarged detail transverse sectional view on line 2 2 of Fig. '1', showing the details of construction of the lock connection to the rails. Fig. 3 is an enlarged transverse sectional view on line 3 3 of Fig. 1, showing the coupling between the rails which prevents them approaching each other when swinging and at the same time permits each rail to be swung back when for any reason that is necessary. Fig. 4 is a detail horizontal sectional View on line at 4 of Fig. 2, showing the details of construction and the connections to the locking mechanism. Fig. 5 is a detail transverse sectional view on line 5 5 of Fig. 1, showing the details of the guides for the side rails of the frog. on line 6 6 of Fig. 5.

In the drawings similar letters of reference refer to similar'parts' throughout the several views, and all of the sectional views are taken looking in the direction of the little arrows at the ends of the section-lines.

Referring to the lettered parts of the drawings, A A are the main rails of a railwaytrack, and A A are switch-rails. The switch is of the fly-rail type.

B represents the point of the frog, which is rigidly secured 'to the plate B beneath, the whole being properly secured to the ties. The inside rails A A are bent at an angle adjacent to the frog corresponding to the angle of the point of the frog, so that they fit: either one side or the other when swung into position, and thus form a continuous rail, as appears distinctly in Fig. l, where the switch is open. The inner rails A A are free to swing over the plate 13, being suitably retained at their free ends by the guide-pins e, which are bolted to the sides of the rail by the flange e and extend laterally therefrom through an eye in the block f, the same being shown in detail in Figs. 5 and 6. Between the rails A A is a sleeve d, and through this extends abolt d. Secured on the outer sides of these rails are stubs T T, cylindrical in form, through which the bolt d extends. A cap T fits over the same and is adapted to reciprocate thereon, and a heavy coiled spring 0 is within the cap T and reacts against the stub T and the interior of the cap T, holding the rails normally against the sleeve d. At the angle of the rails A A the yoke D extends under the same. Stubs R, cylindrical inform, are bolted to the rails at this point and extend laterally outward. Caps S are'ove'r the stubs and are held to the yokes D by flange extensions S at each side. Headed bolts 0. extend through the caps S into the stubs R Fig. 6 is a sectional view and serve as guides for the caps 'onto the stubs and as additional fastening means of the yoke D to the rails, so that the rails can be drawn from side to side by the connections to the yoke. Toggle-joints E E are connected to the yoke D at each end by pivotjoints, the opposite ends of said toggles being pivoted to bars F F, secured to the ties just within the guard-rails. The toggles E E are connected through suitable connections to the switch-lever M. The connections cranks G G,which are connected to the center of the toggles by rods H H. Rod J leads from the bell-cranks G G, which are coupled together by the rod I. The switch-stand M has the usual connections N N P for operating the fiy-rails.

In operation when the switch is open, as appears in the drawings, the toggle E will be thrown so that it will hold the switch-rail A out against the point of the frog, and the rail A will be carried away from the frog, leaving an open space, so that there is a continuous rail. However, if an engine or car comes down the main track it will strike the rail A, and owing to the fact that it is retained in position by the springs MT and S the rail will yield and allow the engine or car to pass over without injury to the frog or derailment. It will thus be seen that the frog is always readyfor a car, uo'matter whether the switch is open or closed, the same as an ordinary spring-frog, and at the same time in the direction in which the switch is thrown there will be a continuous rail. The device is therefore seen to be a perfect safety device, while the rail is continuous in the direction in which it is intended to be used. The doubletoggle connection might be used for holding other spring-switches of this kind with other styles of springs, and the particular arrangement of springs might be used with other styles of locking devices, though the particular arrangement of parts coacts perfectly together and permits the strongest spring to be used that is practicable for the work without any danger of unlocking the switch.

Having thus described my invention, what I claim as new, and desire to secure by Letters Patent, is

1. In a. railway frog and switch, the combination of the usual fiy-rails; the fixed frogpoint B; the movable inner rails A, A bent outwardly at an angle to fit the sides of thepoint when shifted from side to side; a sleeve (1 between said rails to hold them properly spaced; a bolt dthrough said sleeve; hollow studs on the sides of the rail through which said boltdextends; caps on the studs; springs within the caps for holding the rails with a strong pressure against the sleeve d; a yoke D under the rails at the angle of the same; studs R bolted to the outsides of said rail opposite said yoke; caps Sto reciprocate over cranks connected to said rods H coupled together by a suitable rod; and connections therefrom to the switch-stand, all coacting, substantially as described for the purpose specified. are by bell-cranks L J and rod K and bell- 2. In a railway frog and switch, the combination of the usual fly-rails; the fixed frogpoint B; the movable inner rails A, A bent outwardly at an angle to fit the sides of the point when shifted from side to side; a sleeve d between said rails to hold them properly spaced; a bolt at through said sleeve; hollow studs on the sides of the rail through which said boltdexte'nds; caps on the studs; springs Within the caps for holding the rails with a strong pressure against the sleeve (1'; a yoke D under the rails at the angle of the same; studs R bolted to the outsides of said rail opposite said yoke; caps'S to reciprocate over said studs with springs within the same; flanges S secured to said caps; bolts a through said caps into the studs R; suitable connections to said yoke from the switch-stand to shift the same from side to side for the purpose specified.

3. In a railway frog and switch the combination of a fixed frog-point; movable rails to each side thereof bent at an angle corresponding to said point, adapted to fit either side; a spacer between said rails to hold them apart; a yoke extending beneath the rails with spring-pressure device to permit the rails to yield outwardly; suitable guides for the ends of the rails; a toggle-joint at each end of the yoke; and suitable connections from said toggle-joints to the switch-stand to throw the rails from side to side and lock the same in position, for the purpose specified.

4. In a railway frog'and switch, the combination of a fixed frog-point; movable rails to each side thereof; a yoke for the rails with spring engagement to the side of the rails to permit them to yield laterally outward; a toggle-joint at each end of the yoke; and suitable connections from said toggle-joints to the switch-stand to throw the rails from side to side, for the purpose specified.

5. In a railway frog or switch, the combination of a fixed frog-point; movable rails at each side bent at an angle corresponding to said frog; a yoke for the rails; toggle-joints at each end of said yoke with connections for actuating'the same, for the purpose specified.

In witnesswhereof I have hereunto set my hand and seal in the presence of two witnesses.

JAMES S. PERRY. [L. s.]

Witnesses:

D. E. WOOD, OTIS A. EARL. 

